Locomotive trailing truck.



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J. GJBLUNT.

LOGOMOTIVE TRAILING TRUCK.

APPLICATION FILED DEC. 30, 1914.

Patented Mar. 30, 1915.

5 SHEETS-SHEET 1.

J. G. BLUNT.

LOGOMOTIVE TRAILINGVTRUGK.

APPLICATION TILED DEC. 30. 1914.

1 1 33AQ7, Patented Mar. 30, 1915.

5 SHEETSSHEET 2.

J. G. BLUNT.

LOGOMOTIVE TRAILING TRUGK.

APPLICATION FILED DEO.30.1914.

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w I. :dET M wi drm w J. G. BLUNT. LOGOMOTIVE TRAILING TRUCK.

APPLICATION FILED 1330.30, 1914.

:0 1 9 1 m 1, B MW m n F a m m E Q m 6 w mmdi P D g d 56E J. G. BLUNT.

LOCOMOTIVE TRAILING TEUOK. APPLICATION FILED 1120.30, 1914 Patented Mar.30, 1915.

5 SHEETS-SHEET 5.

mmdi sosoizo'hivs [9733 miss leoidsdy, in the density of Schenectady anSfie'te as New Y or eve invented e-ce'rtei 'eiid u'se'ful pro'vement inLocomotive Tie'llih'g Trucks, of which improve- 1 My i session relatesto '(ik'l'tsltlczjOulna'led spein g s1 sported medial smiling trucks forlo'eoiziotive engines, its objects are: to provide simple sedefieeeivemeans for conpiiig swings of a. truck of such type with the driving;emeegr'i equalizing system of est-tee idiot *e; to materially reduce theWeigh-t s" host of said meeiis 'eiid per ts hostesses: to sheeteiiegtmesmissioh i1hll iGli1 hli "?83T ei'id of "the locooilert'o thehook through a direct on the ir'md ring *of the firethefehfyiediieihgthe stresses in the rear 1 of the main frame; to provide for mil-is.shiihg ec heii'ziiig system es en aid to she ceiteiihg of the truck; toprovide a simple centering mechanism carried locomotive to a frictionalzesistazide device; end to admit of the provision'of ample ash'pencleeiehoe.

-lhe iii prove'rheht claimed is hereinafter fully set forth. In theeecompehyiiig drewvin gs: Figure 1 Else-side viem'in elevation, of elocomotive trei ihg truck illustrating on embodiment of my invention;Fig. 2, a. plan View of the some; Fig. 3, a i-eer View, in elevation,and a vertical transverse section throu'gh. one of the main ffohie sidemembers and the super posed firebox mod ring, taken on the line 3 y; ofFig. 1; Fig. 4, e verticel'trehsvers'e s'eetion on the line :14 w ofFig. 2, looking forward; Fig. 5, a vertical section. (51; the line 2 eof Fig. 2, Fig. 6, a vertical transverse s'ection...throu'gh the ti'uclcentering and friction device which is shown in Fig. 3, taken on thelibs w 'w of said figure; Fig. 7, a vertical longitudinal section, onthe line 4: o of Fig. 6; Figs. 8, 9, 10 and 11, de-

tail views o;t memh'ers of the centering and friction device; Fig. 12, avertical trans' verse section through a rocker bearing and bracketinterposed between the truck frame and the 11d ring of the locomotiveboiler firebox: iii, 1'6 l 1 ll onl; reel transverse member of thetruck; it: e nd coupled to the main frame of the which the journals ofthe Patch l s.

so, lei.

friction device which is shown in '18 and 19; 26, 'a plan View of the"firebox supfportiiig bracket; Fig. '27, vertical trans verse seotionthrough the some, on the line .9 .s of Fig. 26; Fig. 28, e 'similersection, on the line '2" '9 of Fig. 26; Fig. 29, a similar section,onthe line g g of Fig. 26; Fig. 36, 3. view, in elevation, of the roller01 the support; and Figs. 31 end '32, detailed views of eg'uefd Whichembraces the roller.

Referring to the drawings, my invention is herein exemplified applied ina two Wheeled ire-die locomotive treiling' 'trt;cl ;,th.e frame of whichis substantially triangular in plan and comprises two pedestal sections,1, 1, each forming one side of the frame, end a. transverse rear framesection, at, which is formed integral with, or connected to, their rearends. The forward portions of the pedestel sections ere inclinedinwardly, that is, toward the longitudinal central plane of thelocomotive, and their forward ends are connected, in said plane, eitherby forming the sections integral or by securing them together, theseconstructions being equivalents and ordinary practice, and the podestalsections are provided, near their rear ends, with verticel pedestaljaws, 1, between which are fitted the journal boxes, 2, in

truck mile, 3, rotats, seid jourxiel's being located on the outer sidesof the wheels, 3", of said axle. The Weight borne by the truck axle istransmitted to the journal boxes thereof through springs, 9, bearing ontheir tops. A center pin eye socket, 6, is formed on or secured to theforward end of the truck frame, which is pivoted to the main iron c, 10,of the lo-- relatively to the rear truck frame section, 4:, and" theouter side of the wheels,

3*, the object of which inclined disposition isto avoid an excessiveangle between the forward portions of the pedestal sections and theportions thereof in which the pedestals areforn ed, thereby insuringgreater strength'for a given weight of metal. A

similar avoidance of excessive angularity in coupling the truck springsto the driving box sprin s is also efiected. This inclination of therear portion of the pedestal sectionsiienot, however, essential, andthey mamaifi preferred, be disposed at right angles tdthe rear framesection and parallel ,with-theouter sides of the truck wheels, as

shownat the bottom of Fig. 2: The transmission f weight between thesprings, 11, of'the rear driving wheels, 11, and the truck springs, 9,is eii'ected by means of a novellmproved equalizing system, theconstruction of which will now be described. The rear. ends of the trucksprings, 9, are

coupled to the pedestal sections of thetruck frame byspring hangers, 12,and their forward ends are coupled, by spring hangers, Iii-late theupper horizontally disposed and 'rearwardly extending arms of bellcranks, l4,- which t-are journaled on hdrizontal pivot bearings, 14:,fitted in housings, 1, formed on the pedestal sections adjacent to,thdfor ward pedestal jaws, 1, thereof, and inclined relatively to thelongitudinal central plane of the locomotive. Two bell cranks, 15, are

,journaled on horizontal pivot bearings, 15*,

which are fitted in lugs on the lower side ill) at the main frame crosstie, 8, and-are inclined similarly to the pivot bearing, .14,

and the horizontally disposed and forwardly extending arms of the bellcranks, 15, are

"coupled to the springs, 11, of the rear drivingwheels, by verticallinks,16, and across equalizer, 17, the ends of which are connected tothe rear spring hangers, 11, of the springs, 11. The downwardlyextending arms of the bell cranks, 15, are coupled to the correspondingarms of the bell cranks,.

14:, by floating links, 18, which may be adjusted in notches, 14: and15", in the lower arms ofth bell cranks, 14 and 15, so as to givegreater or less leverage as desired, thereby increasing or decreasingthe load borne by the truck springs,

,, the lower-*arm of the ell crank on the fol-' lowing, or opposite,side of the truck," will the'members of the approach the adjacentjournal box, 2, thereby causing an upward movement of the front end ofthe corresponding truck spring, 9, and a proportionate reduction of thepressure thereof on the ournal box. The duplicate disposition of thebell cranks and floating link on the other, or leading, side of thetruck will eflecta corresponding increase. of sprin pressure, byreasonof the movements 0 the corresponding members being reversed. j

The novel and invention above described, produces a desired-increase'ofload upon the truck wheel which runs on the outer rail of acurve, and

a reduction of load on the inside or opposite truck wheel, therebyinducing the 1000-- inotive to incline toward the inner rail ofcharacteristic feature of my 7 a curve and thereby promoting greaterease and safety in traversingthe curve, particularly when running athigh speed. This feature, further, provides a retardation of the lateralswing of the truck, which can be 'made reater or less, by changing thedistance etween-the center pin, 7, and -the front connections of thefloating links, 18,

the angle, leverage, and location of which may be varied in accordancewith service requirements, without departure from the spirit andoperative principle of my invention;

The equalizing system as above described,

is much stronger and lighter, for given 4 weight upon the truck anddriving wheels, vthan that of well known-devices heretofore applied forthe same purpose. The truck can be manufactured economically in lots, asa complete unit, and in connecting it to the main frame of thelocomotive, it is only necessary to insert and couple the floating linksin such manner as to give the desired leverage, which operation involvesconsiderably less work than that of connecting up the older types ofmassive equalizer levers.

The portion of the weight of the locomotive which is borne by thetrailing truck, is,

under my invention, preferably transmitted to the truck from thelocomotive boiler through two bearing brackets,.19, one of which isattached to each side ofv the firebox, 20. of the boiler by beingsecured. to the bottom of the mud ring, 20", thereof, by

bolts. '19. A lateral extension, 19*, projects inwardly anddownwardlyfrom each of the brackets, 19, and is secured at its lower end,

to the adjacent iiiain frame member, 10. i

The brackets, 19;, are preferably located above the pedestals of thetruck at points about midway between the pivotal bearings of the rearspring hangers and those of the rear bell cranks, 14, for the purpose ofap-,

proximately equalizing the stresses trans mitted from the brackets tothe truck frame, which transmission is, in Figs. 1 and 12,

.-Wll-1R- the brackets are whiohare connected tothe horizontal surfaces,1,

- through the springs,

. locomotive frame, 16.

sees-a through segmental rockere, 21, upon upper faces of supported, andtops of saddles, 21 ,which straddle the pedestal sections, 1, or theframe, and are coupled, at their lower ends,: thereto, by pins, 21.

Instead of supporting the brackets, 19, upon segmental rockers, as abovedescribed, the support may be advantageously provided by thesubstitution of rollers, 22, (Figs. 28, 26, 27, 28, 29 and which fit inbearings, 22 in the brackets and are enibraced by rectangular rollerdust guards,

23, which are slidingly supported on fiat on the tops of the pedestals.The rollers are consequently also supported by these surfaces, which arecontinually fireed from grit or cinders the scraping action of theroller guards, 23.

Said guards, with the rollers and hearings, are removabl-y fitted inhousings, 19, on the .lower sides of the brackets, 19. The rollers aredisposed radially to avoid sliding action surfaces, 1.

A rectangular housing or frame, 43", is formed on the transverse rearframe section, 4, extending throughout its middle portion, for thereception of an adjustable terin'grdevice, which is of the followingconstruction Two longitudinally disposed coiled compression springs,24c, are fitted between the sides of the housing, 4, the end walls ofwhich form stops, 4, for outer spring seats, 24 against which the outerends of the springs, 26%, abut; A vertical lever, 25, is interposedbetween the inner ends of the springs, 24-, said lever being pivotallysupported at its lower end on a pin, 26, which is, in turn, supported bya pair of legs or brackets, projecting downwardly from theopposite'sides of the housupon the flat bearing ing in the longitudinalcentral plane of the truclr.' A spring bar, 27, extends centrally 2d,and through their seats and the end stops of the housing, and isthreaded on its endportions, which are engaged by nuts, 27*, hearingagainst the outer sides of the end stops, for the purpose ofadjusting'the tension of the springs. The middle portion of the bar, 27,is of enlarged rectangularsection, in which there is formed e slot whichsurrounds the lever, 25, at a determined distance above its bearing pin,26, and the shoulders at the ends of the on larged portion of the barabut against inner spring seats, 24*,

abut. Said end shoulders also abut against inner stops, 4, on thehousing; The upper end of the lever, 25, is coupled, by a floating link,28, to one of the side members of the lief i The springs, 2 are,

the center pin, to

truck cenagainst the opposite sides of which the inner ends of thesprings, 24,-

in housing, given a determined degree of initial compression by theadjustment of nuts, :27, on the bar, 27, in order to impart any desiredinitial resistance to lateral movement, or swing, of the truck, whichswing causes a corresponding swing of the lever, 25, about its bearingpin, 26, against the resistanceof the springs, 24, through theirconnection with the lever by the bar, 27,-and spring seats, 24 and 2 1.swinging of the truck toward the right side of the locoin tive, thelever, 25, is inclined toward the left, causing the left hand spring tobecoinpressed against the corresponding end stop, all, of the housing,and the right hand spring to be compressed against'the correspondinginner end stop, 48. When the truck swings to the left, the lever, 25, isin clined towardthe right, and its movement is retarded by bothsprings-as before, except that they are compressed toward the right. Theupper arm of the lever, 25, is preferably made of greater length thanthe vertical distance between the axes of the spring bar, 2?, and thebearing pivot, 2-6, in order to provide a more nearly constantresistanceto the lateral swing oi the truck, and to reduce the spring compressionfor a given degree of swing'of the truck, thereby prolonging the life ofthe springs and ei ecting a better resilient action.

Under certain conditions of operation, it becomes important to steadythe swing, of the truck by a frictional resistance device, a suitableform of which, as more particularly illustrated in Figs. 1, 3, 6 and 7,is of the following construction: A longitudinally movable slidingplate, 29, is interposed horizontally between a friction plate, 30, and.a pressure cover, 31, which are connected to the rear frame member, 4,0fthe truck, by bolts,

31. Said bolts support, on their lower ends,

a spring seat, 32, between the top of which and the bottom of the framesection, 4c, there is interposed a spring, 33, which exerts a downwardthrust upon the spring seat, 32, which thrust is transmitted to thepressure cover, 31, bytlie bolts, 31*, and is rendered adjustable indegree, by the nuts, 31", which engage the lower ends of said bolts. Adetermined frictional resistance to longitudinal inovement'of thesliding'plate, 29, is thereby exerted, in the resultant clamping of saidplate between the cover plate, 31, and the frictionplate, 30. Thefriction plate,- is provided with a centrally disposed slot, whichengages a roller, 34, pivotally mounted on the vertical, lever, 25, ofthe centering, mechanism before described, thereby causing the angularmovement of the lever to be transmitted to the sliding plate, and to beretarded by the frictional resistance to'the termined degree.

l8, l9 and to 25 inclusive. lllus In the trate a structural modificationof the frictional resistance-device above described, in which thespring, 33, is dispensed with, and the pressure by which resistance isimposed is derived from, the springs, 9, of the truck wheels, andtransmitted therefrom to the lever, 24,- of the centering mechanism,through the rear spring hangers, 12. Rotatable circular sliding plates,35, each having an arm, 35, projecting from its periphery, are fitted incircularrecesses formed in the lower sides of friction plates, 36,formed on the rear ends of the pedestal sections, 1, l, ofthe truckframe, and pressure covers, 37, are fitted against the lower sides ofthe sliding plates, 35. The plates, 35 and 36, and cover, 37, arecentrally perforated, and the rear spring hangers, 12, pass throughtheir perforations, and maintain them in contact by keys, 12, which passthrough the spring hangers and abut against the lower endSEof thepressure covers, 37. The arms, 35, of the rotatable sliding plates, arepivotally coupled to the ends of the spring bar, 27, of the centeringmechanism, by pins, 35, and the spring bar is connected with thevertical lever, 25, and compression springs, 24:, of the centeringmechanism, as in the construction shown in Figs. 3, 6, and 7, andhereinbefore described, It will be seen that upward pressure exerted bythe truck springs on the hangers, 12,Will clamp the sliding plates, 35,between thefriction plate, 36, and pressure covers, 37, and therebyoppose frictional resistance to movement of the sliding plates abouttheir axes, and consequently to longitudinal movement of the connectedspring bar, 27, in the swinging of the truck in either direction.

I claim as my invention and desire to secure by Letters Patent 1. In alocomotive engine, the combination of a main frame, a radial truckpivoted thereto, and an equalizing system interposed between thesupporting wheels of the main and truck frames and comprising connectedbell cranks journaled on the truck frame, and subjected, respectively,to the weight on the supporting wheels of the main frame and of thetruck frame.

2. In a locomotive engine, the combination of a main frame, a radialtruck pivoted thereto, and an equalizing system interposed between thesupporting wheels of the main and truck frames and comprising connectedbell cranks journaled on the truck frame and subjected, respectively, tothe weight on the supporting wheels of the main frame, applied inadvance and on opposite sides of the pivot of the truck, and to theweight on the truck wheels, applied adiacent thereto.

3. In a locomotive engine, the combination of a main frame, drivingwheels journaled in' bearings therein, a radial truck pivoted to themain frame, truck wheels in bearings frame and coupled to the trucksprings, a

pair of hell cranks journaled on said frameand coupled to the drivingwheel springs,

and links connecting one bell crank of each a pair to the adjacent bellcrank of the other pa1r.- I I;

4. In a locomotive engine, the. combination of amain frame, drivingwheels journaled in. bearings therein, springs transmitting weight fromthe main frame to the driving Wheels, springs transmitting weight fromthe frame of the truck to its wheels, a pair of hell cranks journaled onthe truck frame and coupled to the truck springs, a pair of hell cranksjournaled on said frame and coupled to the driving wheel springs linksconnecting one hell crank of each pair. to the adjacent bell crank ofthe other pair, and means for varying the leverage of the bell cranks byadjustment of said links thereon. L

5. In a locomotive engine, the combination of a main frame, drivingwheels journaled in bearings therein, a boiler supported on therein, aradial, truck pivoted to the main frame, truck wheels journaled the mainframe and having its firebox back of the. rear driving wheels, a radial:truck pivoted to-the main frame, brackets secured to the mud ring ofthe firebox, hearings on the truck frame, and cylindrical membersthrough which weight is transmitted from said brackets to said bearings.

6. In a locomdtive engine, the combination of a main frame, drivingwheels journaled inbearings therein, a boiler supported. on the mainframe and having 'itsfirebox back of the rear driving wheels, a radialtruck pivoted to the main frame, brackets secured to the mud ring of thefirebox, hearings on the truck frame, and'rollers interposed betweensaid hrackets and said bearings.

7 In a locomotive engine, the combination of a main frame, drivingwheels journaled in bearings thereinfa boiler supported on the mainframe-and having its firebox back of the rear driving wheels, a radialtruck pivotedjto the main frame, brackets secured to the prod ring ofthe firebox, hearings on the truck frame, and rollers journaled in saidbrackets and traversing on said bearmgs. I j

8. In a locomotive engine, the combination of a main frame, drivingwheels-,journaled in bearings therein, a boiler supported on the mainframe and having its firebox back I of the rear driving wheels, a radialtruck pivoted to the main frame, brackets secured to the mud ring of thefirebox, hearings on the truck frame, and rollers jol'lrnaled in,

said brackets, with their axes at angles to the truck frame members, andtraversing on said bearings.

9. In a locomotive engine, the combination of a main frame, drivingwheels journaled mechanism mounted on the rear frame section, a leverpivotedto said centering mechanism, and a link coupling said lever tothe main frame.

11. In a locomotive engine, the combination of a main frame; a radialtruck pivoted thereto and having a frame comprising a transverse rearsection and two side sections extending forwardly therefrom, a centeringmechanism mounted on the rear frame scction, connections pivotallycoupling said centering mechanism to the main frame, and a frictionalresistance device connected to said centering mechanism.

12. In a locomotive engine, the combination of a main frame, a radialtruck pivoted thereto and having a frame comprising a transverse rearsection and two side sections extending forwardly therefrom, a centeringmechanism mounted on the rear frame section, connections pivotallycoupling said centering mechanism to the main frame, and a frictionalresistance device comprising a movable friction plate coupled to the contering mechanism, and stationary friction plates bearing on said movablefriction plate and connected to the truck frame.

13. In a locomotive engine, the combination of a main frame, a radialtruck pivoted thereto and having a frame comprising a transverse rearsection and two side sections extending forwardly therefrom, tWocompression springs abutting against stops on the rear frame section, aspring bar extending through said springs, and bearing on their outerends, a lever pivoted to the rear frame section, below said springs andintermediate of their inner ends, and extending through a slot in thespring bar, and a link coupling said lever to the main frame.

14-. In a locomotive engine, the combination of a main frame, a radialtruck pivoted thereto and having a frame comprising a transverse rearsection and two side sections extending forwardly therefrom, twocompression springs abutting against stops on the rear frame section, aspring bar on tending through said springs and bearing on their outerends, adjusting nuts engaging threads on the ends of said spring bar, alever pivoted to the rear frame section, be low said springs andintermediate of their inner ends, and extending through a slot in thespring bar, and a link coupling said lever to the main frame.

15. In a locomotive engine, the combination of a'main frame, a radialtruck pivoted thereto and having a frame comprising a transverse rearsection and two side sections extending forwardly therefrom, twocompression springs abutting against stops on the rear frame section, aspring bar extendmg through said springs and bearing on their outerends, a lever pivoted to the rear frame section below said springs andintermediate of their inner ends, an fi7 extending through a slot in thespring ar, a link coupling said lever to the main frame, and africtional resistance device mounted on-the truck frame and coupled tothe spring bar.

16. In locomotive engine, the combination of a main frame, a radialtruck pivoted thereto, a centering mechanism mounted on the frame ofsaid truck, a frictional resistance device connected to said centeringmechanism, and means for applying spring pressure to said frictionalresistance device.

17. In a locomotive engine, the combination of a main frame, a radialtruck pivoted thereto, springs through which weight is transmitted fromthe frame of the truck to 101 the wheels and axle thereof, a centeringmechanism mounted on the frame of said truck, a frictionalresistancedevice connected to said centering mechanism, and means for applyingpressure from the truck springs to 105 said frictional resistancedevice.

18. In a locomotive engine, the combination of a main frame, a radialtruck pivoted thereto, springs through which weight is transmitted fromthe frame ofthe truck to 110 the wheels and axle thereof, frictionplates fixed on the truck frame, rotatable sliding plates fittingagainst said friction plates, pressure covers fitting against saidsliding plates, a centering mechanism mounted on 5 the frame of thetruck and coupled to said sliding plates, and spring hangers passingfreely through said friction plates, sliding plates, and pressurecovers, and bearing on the truck springs and on covers.

JAMES Gr. BLUN T.

Witnesses:

ROBERT F. HALL, CHARLES W. Tenn.

said pressure

